Vehicular hvac system with liquid-cooled charge air cooler integration

ABSTRACT

A system for heating a cabin of a vehicle can include: a liquid-cooled charge air cooler configured to receive a liquid, to receive heated air from one of a turbocharger and a supercharger of the vehicle, to cool the heated air via the liquid, thereby heating the liquid, to output the cooled air to an intake manifold of an engine of the vehicle, and to output the heated liquid; and a multi-function heat exchanger connected to the liquid-cooled charge air cooler, the multi-function heat exchanger configured to receive the heated liquid outputted by the liquid-cooled charge air cooler, to generate heated air via the heated liquid, and to output the heated air into the cabin of the vehicle, thereby heating the cabin of the vehicle.

TECHNICAL FIELD

The present disclosure relates generally to heating, ventilation, andair conditioning (HVAC) systems in vehicles, and more particularly, to avehicular HVAC system integrated with a liquid-cooled charge air cooler(LCCAC).

BACKGROUND

Most modern vehicular heating, ventilation, and air conditioning (HVAC)systems are designed to heat the vehicle cabin by circulating hot enginecoolant through a radiator, called a heater core, typically locatedunder the dashboard of the vehicle. A fan can be positioned next to theheater core to blow ambient (outside) air over fins of the core. As airtravels over the heater core, heat is transferred from the hot coolantto the air, and hot air is blown through the heater vents into thecabin.

Problematically, when the vehicle is initially started, there can be adelay before the engine coolant is heated, as the engine has not yetwarmed up. This problem is exacerbated in cold weather, where it cantake minutes before the coolant becomes hot. Thus, it can take varyingamounts of time for the vehicle cabin to warm up.

Meanwhile, liquid-cooled charge air coolers (LCCACs), also calledair-to-liquid intercoolers or indirect charge air coolers (iCACs), areheat exchanger devices that can use liquid (e.g., water, coolant, amixture thereof, etc.) in conjunction with a low-temperature coolantcircuit to remove heat from the intake air of a turbo-charged orsuper-charged vehicle after the air has been compressed from theturbocharger or supercharger. To illustrate, FIG. 1 is a schematic viewof a conventional LCCAC system. As shown in FIG. 1, hot compressed air(charge air) leaves the turbocharger (or supercharger) 120 and entersthe LCCAC 110. Here, the hot air can exchange heat with a liquid (e.g.,water, coolant, a mixture thereof, etc.) supplied to the LCCAC from alow-temperature radiator 130 using a pump 140.

After the heat exchange, the temperature of the charge air can bereduced and then supplied to the intake manifold of the engine 150 wherethe air is burned to produce power. By reducing the temperature of thecompressed air, the air is densified which in turn can improvehorsepower and fuel economy, as well as reduce emissions, uponintroducing the air into the engine 150. Utilizing a cold or chilledliquid in the LCCAC 110 can further cool the charge air, and thusfurther improve the performance of the engine 150.

In addition, the exchange of heat between the hot, compressed air andthe liquid supplied to the LCCAC 110 can heat the liquid. The hot liquidthen travels back to the low- temperature radiator 130, where airtraveling through the radiator 130 can cool the liquid, causing heat tobe dumped to the environment. This process repeats, whereby cooledliquid can be pumped back to the LCCAC 110 to be heated again by thecharge air.

SUMMARY

The present disclosure provides a vehicular HVAC system in which theheat removed from intake air of a turbo-charged or super-charged vehicleby an LCCAC can be harvested for the purpose of assisting the HVACsystem in heating the vehicle cabin. The LCCAC can operate inconjunction with a multi-function heat exchanger described herein thatis capable of replicating in a single package the functionality ofseveral devices, including, but not limited to, a liquid chiller unitfor the LCCAC, an HVAC heater, and an air conditioning (A/C) evaporator.The HVAC system with LCCAC integration can also include anelectronically controllable switching unit configured to strategicallyroute heated liquid from the LCCAC through the HVAC-LCCAC circuit inaccordance with one of a plurality of predefined operation modes.Integration of the HVAC system and the LCCAC in the manner describedherein can not only improve cabin heating but also enhance engineperformance.

According to embodiments of the present disclosure, a system for heatinga cabin of a vehicle can include: a liquid-cooled charge air coolerconfigured to receive a liquid, to receive heated air from one of aturbocharger and a supercharger of the vehicle, to cool the heated airvia the liquid, thereby heating the liquid, to output the cooled air toan intake manifold of an engine of the vehicle, and to output the heatedliquid; and a multi-function heat exchanger interconnected with theliquid-cooled charge air cooler, the multi-function heat exchangerconfigured to receive the heated liquid outputted by the liquid-cooledcharge air cooler, to generate heated air via the heated liquid, and tooutput the heated air into the cabin of the vehicle, thereby heating thecabin of the vehicle.

The multi-function heat exchanger can be further configured to outputthe liquid which is received by the liquid-cooled charge air cooler.Also, the multi-function heat exchanger can be further configured tocool the liquid and, after the liquid has been cooled, to output theliquid which is received by the liquid-cooled charge air cooler.

The system can further include a low-temperature radiator connectedbetween the liquid-cooled charge air cooler and the multi-function heatexchanger, the low-temperature radiator configured to receive the heatedliquid outputted by the liquid-cooled charge air cooler, to cool theheated liquid via ambient air, and to output the cooled liquid.

In this regard, the multi-function heat exchanger can be furtherconfigured to receive the cooled liquid outputted by the low-temperatureradiator, to further cool the cooled liquid, and to output the furthercooled liquid. The liquid-cooled charge air cooler can be furtherconfigured to receive the further cooled liquid outputted by themulti-function heat exchanger, and to cool the heated air received fromone of the turbocharger and the supercharger via the further cooledliquid. The liquid-cooled charge air cooler can be further configured toreceive the cooled liquid outputted by the low-temperature radiator, andto cool the heated air received from one of the turbocharger and thesupercharger via the cooled liquid

In addition, the system can further include a switching unit configuredto direct flow of the heated liquid outputted by the liquid-cooledcharge air cooler to one or more of the multi-function heat exchangerand the low-temperature radiator. The switching unit can include asingle-valve device, a multiple-valve device, or a single manifold. Theswitching unit can be electronically controlled, or alternatively, theswitching unit can be mechanically controlled.

Furthermore, in accordance with embodiments of the present disclosure, amulti- function heat exchanger for a vehicle can include: a refrigerantinlet configured to receive a refrigerant after the refrigerant has beencooled by a condenser of the vehicle; a refrigerant outlet configured tooutput the refrigerant to a compressor of the vehicle after therefrigerant has been heated by the multi-function heat exchanger; aliquid inlet configured to receive a liquid after the liquid has beenheated by a liquid-cooled charge air cooler of the vehicle; a liquidoutlet configured to output the liquid to the liquid-cooled charge aircooler after the liquid has been cooled by the multi-function heatexchanger; and a plurality of layers coupled to the refrigerant inlet,the refrigerant outlet, the liquid inlet, and the liquid outlet, eachlayer of the plurality of layers including a finned chamber throughwhich air flows, a refrigerant passage through which the refrigerantflows, and a liquid passage through which the liquid flows.

The plurality of layers can be configured such that the air flowingthrough the finned chamber is heated for release into a cabin of thevehicle. Also, the plurality of layers can be configured such that heatexchange among the air, the refrigerant, and the liquid is caused by therespective flows of the air, the refrigerant, and the liquid.

The refrigerant passage and the liquid passage in each layer of theplurality of layers can be disposed such that the refrigerant and theliquid flow through the multi-function heat exchanger in oppositedirections. Also, the refrigerant passage and the liquid passage can bein contact with the finned chamber in each layer of the plurality oflayers.

Each of the refrigerant passage and the liquid passage can include oneor more tubes configured such that the one or more tubes of therefrigerant passage interlock with the one or more tubes of the liquidpassage.

Furthermore, in accordance with embodiments of the present disclosure, amethod can include: receiving a liquid at a liquid-cooled charge aircooler disposed in a vehicle; receiving heated air at the liquid-cooledcharge air cooler from one of a turbocharger and a supercharger of thevehicle; cooling the heated air by the liquid-cooled charge air coolervia the liquid, thereby heating the liquid; outputting the cooled air bythe liquid-cooled charge air cooler to an intake manifold of an engineof the vehicle; outputting the heated liquid by the liquid-cooled chargeair cooler to a switching unit through which the heated liquid passes;and controlling the switching unit, thereby affecting a flow path of theheated liquid, in accordance with an operation mode of a plurality ofpredefined operation modes.

The controlling of the switching unit can include: identifying one ormore input parameters including an ambient air temperature, an airtemperature within a cabin of the vehicle, user input received via aheating, ventilation, and air conditioning (HVAC) system of the vehicle,and a user selection of a driving mode of the vehicle; selecting aparticular operation mode among the plurality of predefined operationmodes based on the one or more input parameters; and controlling theswitching unit through which the heated liquid outputted by theliquid-cooled charge air cooler passes, thereby affecting the flow pathof the heated liquid, in accordance with the determined operation mode.Also, the method can further include sending an electrical signal to theswitching unit causing the switching unit to change the flow path of theheated liquid in accordance with the determined operation mode.

The plurality of predefined operation modes can include two or moreof: 1) a cabin warm-up mode in which the heated liquid outputted by theliquid-cooled charge air cooler is routed to a multi-function heatexchanger disposed in the vehicle that is configured to generate heatedair via the heated liquid and to output the heated air into a cabin ofthe vehicle, thereby heating the cabin of the vehicle, 2) a sport modein which the heated liquid outputted by the liquid-cooled charge aircooler is routed to a low-temperature radiator disposed in the vehiclethat is configured to cool the heated liquid via ambient air and tooutput the cooled liquid to the multi-function heat exchanger, whereinthe multi-function heat exchanger is further configured to further coolthe cooled liquid and to output the further cooled liquid to theliquid-cooled charge air cooler, 3) a comfort mode in which the heatedliquid outputted by the liquid-cooled charge air cooler is routed to thelow-temperature radiator and to avoid the multi-function heat exchanger,and 4) a normal mode in which all of the heated liquid outputted by theliquid-cooled charge air cooler is first routed to the low-temperatureradiator then a non-zero portion is sent to the multi-function heatexchanger and a second non-zero portion of the heated liquid outputtedby the liquid-cooled charge air cooler is routed to the bypass.

BRIEF DESCRIPTION OF THE DRAWINGS

The embodiments herein may be better understood by referring to thefollowing description in conjunction with the accompanying drawings inwhich like reference numerals indicate identically or functionallysimilar elements, of which:

FIG. 1 is a schematic view of a conventional LCCAC system;

FIG. 2 is a simplified, schematic view of an example HVAC-LCCAC systemfor vehicle cabin heating;

FIG. 3 includes a side view and a close-up view of an examplemulti-function heat exchanger;

FIGS. 4-7 include simplified, schematic views of example operation modesfor controlling the HVAC-LCCAC system of FIG. 2;

FIGS. 8A-8C include simplified, schematic views of example switchingunits for controlling the path flow of liquid in the HVAC-LCCAC systemof FIG. 2; and

FIGS. 9A and 9B include a perspective view and a top view of a singlevalve switching unit.

It should be understood that the above-referenced drawings are notnecessarily to scale, presenting a somewhat simplified representation ofvarious preferred features illustrative of the basic principles of thedisclosure. The specific design features of the present disclosure,including, for example, specific dimensions, orientations, locations,and shapes, will be determined in part by the particular intendedapplication and use environment.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Hereinafter, embodiments of the present disclosure will be described indetail with reference to the accompanying drawings. As those skilled inthe art would realize, the described embodiments may be modified invarious different ways, all without departing from the spirit or scopeof the present disclosure. Further, throughout the specification, likereference numerals refer to like elements.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the disclosure.As used herein, the singular forms “a,” “an,” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof. As used herein, the term “and/or”includes any and all combinations of one or more of the associatedlisted items.

It is understood that the term “vehicle” or “vehicular” or other similarterm as used herein is inclusive of motor vehicles in general such aspassenger automobiles including sports utility vehicles (SUV), buses,trucks, various commercial vehicles, watercraft including a variety ofboats and ships, aircraft, and the like, and includes hybrid vehicles,electric vehicles, plug-in hybrid electric vehicles, hydrogen-poweredvehicles and other alternative fuel vehicles (e.g., fuels derived fromresources other than petroleum). As referred to herein, a hybrid vehicleis a vehicle that has two or more sources of power, for example bothgasoline-powered and electric-powered vehicles.

Additionally, it is understood that one or more of the below methods, oraspects thereof, may be executed by at least one control unit, orelectronic control unit (ECU). The term “control unit” may refer to ahardware device that includes a memory and a processor. The memory isconfigured to store program instructions, and the processor isspecifically programmed to execute the program instructions to performone or more processes which are described further below. The controlunit may control operation of units, modules, parts, devices, or thelike, as described herein. Moreover, it is understood that the belowmethods may be executed by an apparatus comprising the control unit inconjunction with one or more other components, as would be appreciatedby a person of ordinary skill in the art. Furthermore, the control unitof the present disclosure may be embodied as non-transitory computerreadable media containing executable program instructions executed by aprocessor, controller or the like. Examples of the computer readablemediums include, but are not limited to, ROM, RAM, compact disc(CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards andoptical data storage devices. The computer readable recording medium canalso be distributed throughout a computer network so that the programinstructions are stored and executed in a distributed fashion, e.g., bya telematics server or a Controller Area Network (CAN).

Referring now to embodiments of the present disclosure, the disclosedvehicular heating, ventilation, and air conditioning (HVAC) system canrecycle heat removed from compressed intake air of a turbo-charged orsuper-charged vehicle by a liquid-cooled charge air cooler (LCCAC) forthe purpose of assisting the HVAC system in heating the vehicle cabin.Particularly, the LCCAC can transfer the heat from charge air outputtedby a vehicle's turbocharger or supercharger to a cooling fluid, thusheating the fluid. Then, the heated fluid can be routed from the LCCACto the HVAC system where the heat of the fluid can be used to augmentthe cabin heating.

The LCCAC can operate in conjunction with a multi-function heatexchanger described herein that is capable of replicating in a singlepackage the functionality of several devices, including, but not limitedto, a liquid chiller unit for the LCCAC, an HVAC heater, and an airconditioning (A/C) evaporator. The multi-function heat exchanger can becapable of heating and cooling by flowing both refrigerant and a heatedfluid simultaneously through different passages therein.

The HVAC system with LCCAC integration can also include anelectronically controllable switching unit configured to strategicallyroute heated liquid from the LCCAC through the HVAC-LCCAC circuit inaccordance with one of a plurality of predefined operation modes inorder to achieve different desired vehicle functions. The HVAC-LCCACoperation mode can be determined based upon a combination of selecteddriver modes and inputs from sensors such as ambient temperature andcabin temperature.

FIG. 2 is a simplified, schematic view of an example HVAC-LCCAC systemaccording to embodiments of the present disclosure. For simplicity, theHVAC system with LCCAC integration can be referred to herein as the“HVAC-LCCAC system.”

As shown in FIG. 2, the HVAC-LCCAC system 200 can include an LCCAC 210which receives intake air (charge air) from a turbocharger (orsupercharger) 220 after the air has been compressed and heated. TheLCCAC 210 can use liquid (e.g., water, coolant, a mixture thereof, etc.)provided thereto through the LCCAC circuit to remove heat from theintake air. Specifically, the hot air can exchange heat with the liquidwithin the LCCAC 210, thereby cooling the charge air and heating theliquid.

After the heat exchange, the LCCAC 210 can supply the cooled air to theintake manifold of the engine 250 where the air is burned to producepower (e.g., to rotate the crankshaft of the vehicle). As explainedabove, reducing the temperature of the compressed air densities the airprovided to the engine 250, which in turn can improve overall engineperformance (e.g., improved horsepower, greater fuel economy, reducedemissions, etc.). The colder the liquid supplied to the LCCAC 210 is,the more the charge air can be cooled, and thus further improve theperformance of the engine 250.

In addition to outputting the cooled air to the engine 250, the LCCAC210 can output liquid that has been heated by way of the previously hotcharge air. Instead of dumping heat from the liquid into theenvironment, as conventionally performed, heat from the hot liquidoutputted by the LCCAC 210 can be harvested for the purpose of heatingthe cabin of the vehicle (not shown), in accordance with embodiments ofthe present disclosure. The process of harvesting said heat will bedescribed in greater detail below.

The HVAC-LCCAC system 200 can further include a multi-function heatexchanger 260 interconnected with the LCCAC 210 through a configurationof conduits (e.g., pipes, tubes, etc.) comprising the LCCAC circuit, asshown in FIG. 2. The multi-function heat exchanger 260 can replicate ina single package the functionality of several devices, including, atleast, a liquid chiller unit for the LCCAC 210, an HVAC heater, and anair conditioning (A/C) evaporator. Upon receiving the heated liquidoutputted by the liquid-cooled charge air cooler 210, the multi-functionheat exchanger 260 can use the heated liquid to generate heated air, andthen output the heated air into the cabin of the vehicle, therebyheating the cabin of the vehicle. Introducing heated air into thevehicle cabin in this manner can expedite the cabin heating process,particularly in cold weather conditions.

In greater detail, the multi-function heat exchanger 260 can be capableof heating and cooling by flowing both refrigerant and heated liquidsimultaneously through different passages therein. To illustrate, FIG. 3includes a side view and a close-up view of the multi-function heatexchanger 260, which can include an inlet 300 and outlet 302 forrefrigerant, and an inlet 310 and outlet 312 for liquid (e.g., water,coolant, a mixture thereof, etc.).

The refrigerant inlet 300 can receive a refrigerant. Typically, therefrigerant gas has been compressed by a compressor 280, turning therefrigerant into a high-pressure hot gas, and then cooled to a liquidstate in a condenser. The refrigerant can travel from the condenser toan expansion device (commonly a thermal expansion valve (TXV) or orificetube), as shown in FIG. 2, before entering the refrigerant inlet 300 ofthe multi-function heat exchanger 260, wherein evaporation of a liquidrefrigerant rapidly absorbs heat from its surroundings, thus making themulti-function heat exchanger 260 similar to a conventional A/Cevaporator. A proximately positioned fan (not shown) can blow air overthe multi- function heat exchanger 260, a process which cools the airvia the cold refrigerant, and into the vehicle cabin to provide airconditioning when needed.

The liquid inlet 310 can receive a liquid that has been heated by theLCCAC 210. The liquid, which has been heated in the LCCAC 210 by way ofthe hot charge air emitted from the turbocharger 220, as explainedabove, can be pumped from the LCCAC 210 using pump 240 through aswitching unit 270 (described in greater detail below). The hot liquidcan be routed through the switching unit 270 either to thelow-temperature radiator 230 and then to the multi-function heatexchanger 260, or to the multi-function heat exchanger 260 directly, asshown in FIG. 2.

When the hot liquid and the cold refrigerant flow through themulti-function heat exchanger 260, heat exchange can occur between thefluids, thus heating the refrigerant and cooling the liquid. In thisregard, the multi-function heat exchanger 260 can include a plurality oflayers coupled to the refrigerant inlet and outlet 300 and 302, and theliquid inlet and outlet 310 and 312. Each layer of the plurality oflayers can include a refrigerant passage 330 through which therefrigerant flows, a liquid passage 340 through which the liquid flows,and a finned chamber 320 including a plurality of fins through which airflows, as shown in FIG. 3.

In one example, the refrigerant passage 330 and the liquid passage 340can be arranged in a stacked manner within each layer of the pluralityof layers. In a specific implementation, the refrigerant passage 330 andthe liquid passage 340 can each include one or more conductive tubes (orpipes or similar conduits) with ridges, as shown in FIG. 3, configuredsuch that the one or more tubes of the refrigerant passage 330 interlockwith the one or more tubes of the liquid passage 340. Such configurationof the refrigerant passage 330 and liquid passage 340 can increase thesurface area contact therebetween, thereby enhancing the heat transfer.Furthermore, the refrigerant passage 330 and the liquid passage 340 canbe disposed such that the refrigerant and the liquid flow through themulti-function heat exchanger 260 in opposite directions, therebyfurther enhancing the heat transfer therebetween. It is understood,however, that the arrangement of the refrigerant passage 330 and theliquid passage 340 within the multi-function heat exchanger 260 is notlimited to the above.

The refrigerant passage 330 and liquid passage 340 can be disposedwithin each layer so as to be in contact with the finned chamber 320. Inthis manner, as air (e.g., ambient air) passes through the finnedchamber 320, the cold refrigerant passes through the refrigerant passage330, and the hot liquid passes through the liquid passage 340, heatexchange can occur between the air, the refrigerant, and the hot liquidsimultaneously, such that each fluid transfers energy with the other twofluids. As a result, air passing through the finned chamber 320 can bewarmed or cooled by controlling flow rates of the cold refrigerant andthe hot liquid within the multi-function heat exchanger 260, and thenreleased into the cabin of the vehicle as desired.

For instance, air flowing through the finned chamber 320 can be heatedfor release into the vehicle cabin by increasing the amount of hotliquid flowing into the liquid inlet 310 from the LCCAC 210 in responseto a user (e.g., driver or passenger) requesting a temperature increasethrough HVAC system. Conversely, air flowing through the finned chamber320 can be cooled for release into the vehicle cabin by increasing theamount of cold refrigerant flowing into the refrigerant inlet 300 fromthe compressor/condenser in response to the user requesting atemperature decrease through HVAC system. Flow of liquid and/orrefrigerant into the multi-function heat exchanger 260 can be controlledbased on a variety of input parameters, as described in greater detailbelow. Thus, within the HVAC system of the vehicle, the multi-functionheat exchanger 260 can either take the place of a dedicated A/Cevaporator and/or a dedicated heater core, or be utilized in addition tothe dedicated A/C evaporator and/or dedicated heater core.

After heat has been exchanged amongst the fluids flowing through themulti-function heat exchanger 260, refrigerant can be outputted throughthe refrigerant outlet 302. In most cases, the previously coldrefrigerant has been heated by the hot liquid and/or ambient air in themulti-function heat exchanger 260. The heated refrigerant can be sentback into the refrigerant/air conditioning circuit to the compressor 280for reuse, as shown in FIG. 2.

Similarly, the multi-function heat exchanger 260 can output liquidthrough the liquid outlet 312. In most cases, the previously hot liquidhas been cooled by the cold refrigerant and/or ambient air in themulti-function heat exchanger 260. The cooled liquid can be sent to theLCCAC 210, which uses the liquid to cool the hot charge air of theturbocharger 220 in the manner explained above, as shown in FIG. 2.

As mentioned above, controlling the route of flow of the heated liquidoutputted from the LCCAC 210 through the LCCAC circuit can affectseveral aspects of the HVAC system, including A/C and heaterperformance. Controlling the route of flow of the heated liquid can alsoaffect the performance of the engine.

In this regard, the LCCAC 210 can output the heated liquid to aswitching unit 270 that can direct flow of the liquid through the LCCACcircuit in a particular manner. The switching unit 270 can include adevice capable of changing the flow direction of the liquid such as, forexample, a single-valve device, a multiple-valve device, or a singlemanifold, each of which is described in greater detail below. Also, theswitching unit 270 can be electrically controlled such that a flowconfiguration of the switching unit 270 changes upon receipt of acontrol signal, which can be transmitted by an electronic control unit(ECU) of the vehicle, for example.

The contents of the control signal can depend upon a desired operationmode of the HVAC-LCCAC system 200. The desired operation mode can beselected among a plurality of predefined operation modes, examples ofwhich are described in greater detail below. Selection of an operationmode for the HVAC-LCCAC system 200 can depend on a variety of inputparameters, such as, for example, an ambient (e.g., outside) airtemperature, an air temperature within the cabin of the vehicle, userinput received via the vehicle's HVAC system, a user selection of adriving mode of the vehicle, and the like. Various temperature sensorscan be disposed throughout the vehicle for the purpose of measuringambient and/or cabin temperature. Upon selection of a particularoperation mode, which may be automatically performed by the ECU of thevehicle, the control signal can be transmitted to the switching unit 270instructing the switching unit 270 to establish the liquid flow path inaccordance with the selected operation mode. Therefore, operation of theHVAC-LCCAC system 200 can be optimized in light of a range ofautomatically measured and/or manually input parameters.

Alternatively, the switching unit 270 can be mechanically controlled.For example, the switching unit 270 can be controlled by a mechanicaldevice, such as a lever, a cable, or the like, coupled to the switchingunit 270 such that manipulation of the mechanical device can cause theswitching unit 270 to change the liquid flow path.

To demonstrate, FIGS. 4-7 include simplified, schematic views of exampleoperation modes for controlling the HVAC-LCCAC system 200. It isunderstood, however, that the operation modes of the HVAC-LCCAC system200 are not limited only to those described herein.

A first exemplary operation mode may correspond to a “cabin warm-upmode,” as shown in FIG. 4. In this operation mode, the switching unit270 can control the flow path of heated liquid outputted from the LCCAC210 such that all liquid is routed directly to the multi-function heatexchanger 260. The compressor 280 can be turned off, and the HVAC systemcan be set to recirculate the cabin air. The result is that the maximumamount of heat harvested from the LCCAC 210 can be delivered to thecabin air for warmth. This utilizes the hot liquid from the LCCAC toheat cabin air passing though the multi-function heat exchanger, asexplained above. The heated air can be blown into the vehicle cabin,thus reducing the time needed to heat the cabin. The cabin warm-up modecan be beneficial upon starting the vehicle, before the engine haswarmed up, and particularly in cold weather conditions where it can takeminutes for the engine coolant to be heated in normal operation.

The cabin warm-up mode can be activated upon detecting a cold ambienttemperature (e.g., below a predefined threshold temperature) or inresponse to a user (e.g., driver or passenger) manually activating amaximum heat setting through the HVAC system. The operation mode can bedeactivated upon the user reducing the heat setting through the HVACsystem, whereupon the operation mode can return to a default (e.g.,normal) mode.

A second exemplary operation mode may correspond to a “sport mode,” asshown in FIG. 5. In this operation mode, the switching unit 270 cancontrol the flow path of heated liquid outputted from the LCCAC 210 suchthat the liquid is routed first to the low- temperature radiator 230,which can cool the hot liquid via heat transfer with ambient air andrelease the heat to the environment. Then, the cooled liquid can be sentto the multi-function heat exchanger 260 where the liquid can be evenfurther cooled via heat transfer with the A/C refrigerant, as explainedabove. The compressor 280 can be turned on circulate the refrigerant,and the HVAC system can be set to recirculate the cabin air if the cabintemperature is less than the ambient temperature. The result is that theliquid provided to the LCCAC 210 is cooled to the lowest temperaturepossible within the LCCAC circuit. As explained above, utilizing a coldor chilled liquid in the LCCAC 210 can improve the performance of theengine 250. Thus, the sport mode can be beneficial when the user desiresmaximum driving performance from the engine 250.

The sport mode can be activated upon in response to a user manuallyactivating a sport driving mode, or similar performance-enhancingdriving mode, in the vehicle. The operation mode can be deactivated uponthe user manually deactivating the sport driving mode or upon the userselecting a maximum cool setting through the HVAC system, whereupon theoperation mode can return to a default (e.g., normal) mode.

A third exemplary operation mode may correspond to a “comfort mode,” asshown in FIG. 6. In this operation mode, the switching unit 270 cancontrol the flow path of heated liquid outputted from the LCCAC 210 suchthat the liquid is routed to the low-temperature radiator 230, which cancool the hot liquid via heat transfer with ambient air and release theheat to the environment. Then, the liquid can be sent back to the LCCAC210 without entering the multi-function heat exchanger 260. This can beaccomplished by the switching unit 270 controlling the flow path suchthat, after passing through the low-temperature radiator 230, the liquidpasses through the bypass 290, thereby avoiding the multi-function heatexchanger 260, en route to the LCCAC 210. The compressor 280 can beturned on circulate the refrigerant, and the HVAC system can be set torecirculate the cabin air. The result is that the A/C unit can functionat its highest potential, allowing for air supplied to the vehicle cabinto be as cold as possible. Thus, the comfort mode can be beneficial whenthe user desires to cool the cabin quickly.

The comfort mode can be activated upon in response to a user manuallyactivating a maximum cool setting through the HVAC system or whenambient temperature is above a predetermined value. The operation modecan be deactivated upon the user manually deactivating the maximum coolsetting through the HVAC system, whereupon the operation mode can returnto a default (e.g., normal) mode.

A fourth exemplary operation mode may correspond to a “normal mode,” asshown in FIG. 7. As mentioned above, the normal operation mode may bethe default operation mode of the HVAC-LCCAC system 200. In thisoperation mode, the switching unit 270 can control the flow path ofheated liquid outputted from the LCCAC 210 such that the liquid isrouted in a bifurcated manner. Particularly, after first passing allliquid through the low temperature radiator, a non-zero portion of theheated liquid can be routed by the switching unit 270 to themultifunction heat exchanger 260, while a second non-zero portion of theheated liquid can be routed through the bypass 290. The proportion ofthe first and second portions, respectively, of heated liquid outputtedby the LCCAC 210 can be controlled dynamically by the ECU sendingcontrol signals to the switching unit 270 according to real- timeambient temperature measurements. The compressor 280 can be turned on tocirculate the refrigerant, and the intake setting of HVAC system can beset according to the ambient temperature.

As an example, during the normal operation mode, the switching unit 270can send a small amount of the heated liquid from the LCCAC 210 to themulti-function heat exchanger 260 after the low temperature radiator toslightly enhance performance of the engine 250 (e.g., see sport mode),while sending a large amount of the heated liquid to the bypass 290,avoiding the multi-function heat exchanger 260, in order to favor A/Cperformance (e.g., see comfort mode). Over time, the ECU can adjust theratio of liquid sent to the bypass 290 versus liquid sent to themulti-function heat exchanger 260 based on real-time measurements ofambient temperature, cabin temperature, HVAC system settings, and thelike. For instance, if the ambient temperature is warm and the user hasturned on the air conditioning, the switching unit 270 can route moreliquid from the LCCAC 210 to the low- bypass 290. On the other hand, ifthe ambient temperature is cold and the user has turned on the heat, theswitching unit 270 can route more liquid from the LCCAC 210 to themulti-function heat exchanger 260.

The normal mode can be activated by default, for example, or after adifferent operation mode has ended. The operation mode can bedeactivated upon the user manually activating a maximum cool setting(comfort mode) or a maximum heat setting (cabin warm up mode) throughthe HVAC system, or upon the user manually selecting the sport drivingmode.

FIGS. 8A-8C include simplified, schematic views of example switchingunits 270 for directing flow of the heated liquid outputted by the LCCAC210 through the LCCAC circuit in a particular manner. The switching unit270 may include various devices capable of changing the flow directionof the liquid. In addition, it can be seen from FIGS. 8A-8C that theseries of conduits comprising the LCCAC circuit can be modified inaccordance with the switching unit 270 being employed.

For example, the switching unit 270 may include a single-valve switchingunit 270 a, as shown in FIG. 8A. The single-valve switching unit 270 amay include a cylindrical valve designed to control all flow pathwaysfrom a single, centralized point. The single-valve switching unit 270 acan be controllable by one actuator that rotates to various positions tojoin flow paths.

In further detail, FIGS. 9A and 9B include a perspective view and a topview of the single-valve switching unit 270 a. At item ‘1’, heatedliquid outputted by the LCCAC 210 can enter the single-valve switchingunit 270 a at a bottom position of the valve. At item ‘2’, Rotationalinputs can rotate the internal cylinder 350 of the single-valveswitching unit 270 a to send the liquid flow to the low-temperatureradiator 230 or multi-function heat exchanger. At position ‘3’, theinternal cylinder 350 of the single-valve switching unit 270 a canrotate to send the liquid flow to the multi-function heat exchanger 260.Then, when the liquid returns to the single-valve switching unit 270 a,the liquid can enter the top return passage at position ‘4’. The topview of the single-valve switching unit 270 a, as shown in FIG. 9B,shows the various possible orientations of rotation for the cylinder 350which can accommodate all drive modes previously described.

As another example, the switching unit 270 may include a single-manifoldswitching unit 270 b, as shown in FIG. 8B. Similar to the single-valveswitching unit 270 a, the single-manifold switching unit 270 b consistsof one structure to control all flow of liquid outputted by the LCCAC210. However, two control signals are needed from the ECU to controloperation of the dual internal valves within the single-manifoldswitching unit 270 b. For example, a first control signal can controlthe first internal valve 270 c to direct flow between thelow-temperature radiator 230 and the multi-function heat exchanger 260,and a second control signal can control the second internal valve 270 dto direct flow between the multi-function heat exchanger 260 and thebypass 290.

As another example, the switching unit 270 may include multiple valvesincluding valve switching units 270 e, 270 f, 270 g, and 270 h, as shownin FIG. 8C. The multi-valve configuration can require a separate controlsignal to control each valve switching unit 270 e, 270 f, 270 g, and 270h. Each valve can open or close in different configurations to achieve adesired flow path.

Accordingly, the integrated HVAC-LCCAC system described herein canenhance vehicle cabin heating by harvesting heat from hot liquidproduced by a LCCAC which uses liquid to cool hot, compressed charge airfrom a turbocharger or supercharger. Further, the integrated HVAC-LCCACsystem can improve engine performance by utilizing a multi-function heatexchanger to cool liquid before it is supplied to the LCCAC. Evenfurther, the integrated HVAC-LCCAC system can automatically adjustperformance of the system based on a range of input parameters bycontrolling a switching unit that directs the flow of heated liquidthroughout the LCCAC circuit.

The foregoing description has been directed to certain embodiments ofthe present disclosure. It will be apparent, however, that othervariations and modifications may be made to the described embodiments,with the attainment of some or all of their advantages. Accordingly,this description is to be taken only by way of example and not tootherwise limit the scope of the embodiments herein. Therefore, it isthe object of the appended claims to cover all such variations andmodifications as come within the true spirit and scope of theembodiments herein.

1-10. (canceled)
 11. A multi-function heat exchanger for a vehicle, themulti-function heat exchanger comprising: a refrigerant inlet configuredto receive a refrigerant after the refrigerant has been cooled by acondenser of the vehicle; a refrigerant outlet configured to output therefrigerant to a compressor of the vehicle after the refrigerant hasbeen heated by the multi-function heat exchanger; a liquid inletconfigured to receive a liquid after the liquid has been heated by aliquid- cooled charge air cooler of the vehicle; a liquid outletconfigured to output the liquid to the liquid-cooled charge air coolerafter the liquid has been cooled by the multi-function heat exchanger;and a plurality of layers coupled to the refrigerant inlet, therefrigerant outlet, the liquid inlet, and the liquid outlet, each layerof the plurality of layers including a finned chamber through which airflows, a refrigerant passage through which the refrigerant flows, and aliquid passage through which the liquid flows.
 12. The multi-functionheat exchanger of claim 11, wherein the plurality of layers areconfigured such that the air flowing through the finned chamber isheated for release into a cabin of the vehicle.
 13. The multi-functionheat exchanger of claim 11, wherein the plurality of layers areconfigured such that heat exchange among the air, the refrigerant, andthe liquid is caused by the respective flows of the air, therefrigerant, and the liquid.
 14. The multi-function heat exchanger ofclaim 11, wherein the refrigerant passage and the liquid passage in eachlayer of the plurality of layers are disposed such that the refrigerantand the liquid flow through the multi-function heat exchanger inopposite directions.
 15. The multi-function heat exchanger of claim 11,wherein the refrigerant passage and the liquid passage are in contactwith the finned chamber in each layer of the plurality of layers. 16.The multi-function heat exchanger of claim 11, wherein each of therefrigerant passage and the liquid passage includes one or more tubesconfigured such that the one or more tubes of the refrigerant passageinterlock with the one or more tubes of the liquid passage. 17-20.(canceled)